Aircraft engine nacelles and methods for their manufacture

ABSTRACT

Engine nacelles for use with aircraft. In one embodiment, an engine nacelle includes an inlet having an inlet aperture and an outlet having an outlet aperture. In one aspect of this embodiment, the engine nacelle further includes a first side portion, a second side portion, and a third side portion. The first side portion can extend at least generally between a first edge portion of the inlet aperture and a third edge portion of the outlet aperture. The second side portion can be offset from the first side portion and extend at least generally between a second edge portion of the inlet aperture and a fourth edge portion of the outlet aperture to define a first interior portion. The third side portion can be offset from the second side portion and extend at least generally from the second edge portion of the inlet aperture toward the fourth edge portion of the outlet aperture to define a second interior portion. In another aspect of this embodiment, the first interior portion is configured to house an engine, and the second interior portion is configured to house a landing gear assembly.

TECHNICAL FIELD

[0001] The following disclosure relates generally to aircraft enginenacelles and associated methods of manufacture and, more particularly,to aircraft engine nacelles having engine air inlets and landing gearmounting structures.

BACKGROUND

[0002] Aircraft having aft-mounted main wings often have enginespositioned near the trailing edge of the main wing to counterbalance theweight of the fuselage extending forward of the main wing. In addition,such aircraft generally have main landing gears (“main gears”) extendingdownward from the main wing forward of the engines to support theaircraft when on the ground. The relative positioning of the engines andthe main gears in this configuration can raise a number of designproblems.

[0003] One problem is the potential for foreign object damage (FOD)caused by debris kicked up by the main gear and ingested through anengine air inlet. One approach to overcome this problem has been toextend the engine air inlet forward to position the inlet aperture infront of the main gear. Another approach has been to route the engineair inlet through the wing to position the inlet aperture above the wingand shield it from the main gear. Yet another approach has been toinstall a screen or similar device over the inlet aperture to preventFOD.

[0004] All of these approaches for preventing FOD have disadvantagesrelated to aircraft weight, complexity, and drag. For example, extendingthe air inlet forward of the main gear increases airframe weight.Similarly, routing the air inlet through the wing not only increasesairframe weight but also increases the structural complexity of theairframe. Further, providing a screen or the like over the inletaperture has the disadvantage of increasing aerodynamic drag andreducing inlet efficiency.

[0005] Mounting the main gears to the wing can also raise a number ofdesign problems. One problem is that the wing structure must be tailoredto provide a wheel well and carry the main gear loads. This typicallyrequires adding significant structural reinforcement around the wheelwell and providing a substantial truss structure for mounting the maingear, both of which can add considerable weight to an airframe.

[0006] Another problem related to wing-mounted main gears is preventinga fuel tank puncture in the event of a main gear collapse. On mosttransport aircraft, the fuel tanks in the wings (“wing tanks”) carrymost of the fuel for the aircraft. If a main gear collapses beneath awing tank, the main gear could puncture the wing tank. This problem istypically solved by not carrying fuel over the main gear, thus providinga “dry bay” in this region of the wing.

[0007] The dry bay solution has a number of drawbacks. One obviousdrawback is the resulting reduction in fuel capacity. Another drawbackis the unfavorable effect the dry bay has on aircraft balancingcharacteristics. Fuel in the wing tank can often be used to favorablybalance the aircraft about its center of gravity (CG). The reduction ofwing tank capacity caused by the dry bay, however, may require thatother methods be used to balance the aircraft about the CG. Often, theseother methods involve aerodynamically trimming the aircraft, which hasthe unfavorable effect of increasing the aerodynamic drag of theaircraft.

SUMMARY

[0008] The present invention is directed to engine nacelles for use withaircraft. In one embodiment, an engine nacelle for use with an aircraftwing includes an inlet having an inlet aperture positioned below thewing, an inlet wall portion extending aft of the inlet aperture, and agear bay wall portion offset from the inlet wall portion. In one aspectof this embodiment, the inlet wall portion has an internal airflowsurface configured to direct incoming air from the inlet aperture to anaircraft engine. In another aspect of this embodiment, the gear bay wallportion and the inlet wall portion at least partially define a gear bayconfigured to house a landing gear assembly having a wheel truck. Thewheel truck can be positionable in a deployed static position offsetfrom the engine nacelle to support at least a portion of the weight ofthe aircraft. In a further aspect of this embodiment, the deployedstatic position of the wheel truck can be aft of the inlet aperture.

[0009] In another embodiment, the aircraft wing includes a wing rootportion and a wing tip portion, and the gear bay wall portion can have afirst external airflow surface facing at least generally toward the wingroot portion. In one aspect of this embodiment, the inlet wall portionis a first inlet wall portion and the internal airflow surface is afirst internal airflow surface. The engine nacelle can further include asecond inlet wall portion offset from the first inlet wall portion andhaving a second internal airflow surface configured to direct incomingair from the inlet aperture to the aircraft engine. In another aspect ofthis embodiment, the second inlet wall portion can include a secondexternal airflow surface facing at least generally toward the wing tipportion.

[0010] In a further embodiment, a method for manufacturing an enginenacelle for use with an aircraft wing includes providing an inlet havingan inlet aperture and an outlet having an outlet aperture. The methodcan further include extending a first side portion at least generallybetween a first edge portion of the inlet aperture and a third edgeportion of the outlet aperture. In one aspect of this embodiment, themethod also includes offsetting a second side portion from the firstside portion and extending the second side portion at least generallybetween a second edge portion of the inlet aperture and a fourth edgeportion of the outlet aperture to define a first interior portion. Themethod can additionally include offsetting a third side portion from thesecond side portion and extending the third side portion at leastgenerally from the second edge portion of the inlet aperture toward thefourth edge portion of the outlet aperture to define a second interiorportion. In a further aspect of this embodiment, the method alsoincludes installing an engine in the first interior portion and mountinga landing gear assembly in the second interior portion.

BRIEF DESCRIPTION OF THE DRAWINGS

[0011]FIG. 1 is a partially hidden bottom isometric view of an aircrafthaving engine nacelles in accordance with an embodiment of theinvention.

[0012]FIG. 2 is a partially cut-away bottom view of the aircraft of FIG.1 illustrating aspects of the engine nacelles in accordance with anembodiment of the invention.

[0013]FIG. 3 is a forward cross-sectional elevation view of the aircraftof FIG. 1 illustrating other aspects of the engine nacelles inaccordance with an embodiment of the invention taken substantially alongline 3-3 in FIG. 2.

[0014]FIG. 4 is a partially hidden top view of the aircraft of FIG. 1illustrating aspects of a main wing in accordance with an embodiment ofthe invention.

DETAILED DESCRIPTION

[0015] The following disclosure describes aircraft engine nacelles, suchas aircraft engine nacelles that can accommodate both an engine and alanding gear assembly, and methods for manufacturing such aircraftengine nacelles. Certain specific details are set forth in the followingdescription and in FIGS. 1-4 to provide a thorough understanding ofvarious embodiments of the invention. Those of ordinary skill in therelevant art will understand, however, that the invention may haveadditional embodiments that may be practiced without several of thedetails described below. In addition, well-known structures and systemsoften associated with aircraft, aircraft engine nacelles, and/or landinggear assemblies have not been shown or described in detail here to avoidunnecessarily obscuring the description of the various embodiments ofthe invention.

[0016] In the drawings, identical reference numbers identify identicalor generally similar elements. To facilitate the discussion of anyparticular element, the most significant digit or digits of anyreference number refer to the figure in which that element is firstintroduced. For example, element 102 is first introduced and discussedin reference to FIG. 1. In addition, any dimensions, angles, and otherspecifications shown in the figures are merely illustrative ofparticular embodiments of the invention. Accordingly, other embodimentsof the invention can have other dimensions, angles, and specificationswithout departing from the spirit or scope of the present invention.

[0017]FIG. 1 is a partially hidden bottom isometric view of an aircraft100 having engine nacelles 110 (shown as a left engine nacelle 110 a anda right engine nacelle 110 b) configured in accordance with anembodiment of the invention. In one aspect of this embodiment, theaircraft 100 includes a fuselage 140, a first wing 150, and a secondwing 160. The first wing 150 can include a wing root portion 152 fixedlyattached to the fuselage 140, a wing tip portion 154, and a wing lowersurface 156 extending between the wing root portion 152 and the wing tipportion 154. The second wing 160 can be smaller than the first wing 150and can be fixedly attached to the fuselage 140 forward of the firstwing 150. In another aspect of this embodiment, the aircraft 100 furtherincludes a propulsion system 120 and a landing gear system 130. Thepropulsion system 120 can include left and right engines 126 a and 126 b(collectively, the “engines 126”) housed in the left and right enginenacelles 110 a and 110 b, respectively. The landing gear system 130 caninclude a retractable nose gear 133 downwardly extendable from thefuselage 140, and retractable left and right main gears 131 a and 131 b(collectively, the “main gears 131”) downwardly extendable from the leftand right engine nacelles 110 a and 110 b, respectively. Accordingly, inone embodiment, each engine nacelle 100 can accommodate both an engine126 and main gear 131.

[0018] For ease of reference, the description that follows describes theleft engine nacelle 110 a. However, this description is equallyapplicable to the right engine nacelle 110 b. In one aspect of thisembodiment, the left engine nacelle 110 a (the “engine nacelle 110 a”)includes an upper portion 112 configured to fixedly attach the enginenacelle 110 a at least proximate to the wing lower surface 156. Inanother aspect of this embodiment, the engine nacelle 110 a includes aninlet 171 having an inlet aperture 114, and an outlet 172 having anoutlet aperture 117. The inlet aperture 114 is positioned at leastgenerally forward of the upper portion 112 and includes a first edgeportion 115 and a second edge portion 116 offset from the first edgeportion 115. The outlet aperture 117 is positioned at least generallyaft of the upper portion 112 and includes a third edge portion 118 and afourth edge portion 119 offset from the third edge portion 118.

[0019] In a further aspect of this embodiment, the engine nacelle 110 acan include a first inlet wall or first side portion 121, a second inletwall or second side portion 122, and a gear bay wall or third sideportion 123. The first side portion 121 can extend at least generallyfrom the first edge portion 115 of the inlet aperture 114 to the thirdedge portion 118 of the outlet aperture 117. The second side portion 122can be offset from the first side portion 121 toward the wing rootportion 152, and can extend at least generally from the second edgeportion 116 of the inlet aperture 114 to the fourth edge portion 119 ofthe outlet aperture 117. In one aspect of this embodiment, the first andsecond side portions 121 and 122 define a first interior portion 124configured to house the engine 126 a between the inlet aperture 114 andthe outlet aperture 117. Accordingly, the inlet aperture 114 can beconfigured to transfer incoming air to the engine 126 a, and the outletaperture 117 can be configured to convey exhaust gas from the engine 126a.

[0020] In another aspect of this embodiment, the third side portion 123is offset from the second side portion 122 toward the wing root portion152, and can extend at least generally from the second edge portion 116of the inlet aperture 114 aft toward the outlet aperture 117. In afurther aspect of this embodiment, the second and third side portions122 and 123 define a second interior portion 128 configured to house themain gear 131 a. The main gear 131 a can include a wheel truck 132positionable in a deployed static position offset from the enginenacelle 110 a (as shown in FIG. 1) to support a portion of the weight ofthe aircraft 100 on the ground.

[0021] In another aspect of this embodiment, the engine nacelle 110 aincludes a lower portion 113 offset from the upper portion 112 andextending between the inlet aperture 114 and the outlet aperture 117 toat least generally enclose the first and second interior portions 124and 128. Gear doors 134 a and 134 b can be hingedly attached to thelower portion 113 and configured to open and allow deployment of themain gear 131 a from the second interior portion 128. In otherembodiments, other gear doors and gear door arrangements can be providedin the lower portion 113. For example, in one such embodiment, a geardoor can be provided forward of the wheel truck 132 and transverse tothe direction of travel. In other embodiments, other gear doorconfigurations can be provided in the lower portion 113.

[0022] Although the engine nacelles 110 are illustrated in FIG. 1 havingrectangular-shaped cross-sections, in other embodiments, the enginenacelles 110 can have curved or rounded cross-sections without departingfrom the spirit or scope of the present invention. For example, in onesuch embodiment, the engine nacelles 110 can have a generally round orelliptical cross-section. In another embodiment, the engine nacelles 110can have a generally oval cross-section. In those embodiments havingcurved cross-sections, the first and third side portions 121 and 123 maynot appear as distinct side panels, but rather can be offset portions ofa continuous external wall. Such curved cross-sections may offer certainaerodynamic drag and/or structural advantages over the rectangularcross-section illustrated in FIG. 1.

[0023] One feature of an embodiment of the present invention is theforward positioning of the inlet aperture 114 relative to the wheeltruck 132. An advantage of this feature is that it can reduce thelikelihood of the engine 126 a sustaining FOD caused by debris kicked upby the wheel truck 132. Another feature of an embodiment of the presentinvention is that the second interior portion 128 of the nacelle 110 ahouses the main gear 131 a. As explained in greater detail below, notonly does this allow a shorter, and hence lighter, main gear, but it canalso allow a simpler and more efficient wing structure and a morefavorable fuel loading configuration.

[0024]FIG. 2 is a partially cut-away bottom view of the aircraft 100 ofFIG. 1 illustrating aspects of the engine nacelles 110 in accordancewith an embodiment of the invention. The lower portion 113 of thenacelle 110 a has been cut away in FIG. 2 for purposes of illustration.In one aspect of this embodiment, the inlet aperture 114 faces generallyaway from the fuselage 140 and is positioned at an angle 222 relative toa longitudinal axis 242 of the fuselage 140. In one embodiment, theangle 222 can be at least approximately 90 degrees relative to thelongitudinal axis 242. For example, the angle 222 can be from about 100degrees to about 170 degrees relative to the longitudinal axis 242. Inanother embodiment, the angle 222 can be from about 110 degrees to about150 degrees relative to the longitudinal axis 242. In a furtherembodiment, the angle 222 can be from about 125 degrees to about 145degrees relative to the longitudinal axis 242. In other embodiments, theangle 222 can have other values relative to the longitudinal axis 242.In any of these embodiments, an advantage of facing the inlet aperture114 away from the fuselage 140 is the reduction of FOD caused by theinjection of debris kicked up by the wheel truck 132.

[0025] In another aspect of this embodiment, the second side portion 122includes a first region 224 extending from the second edge portion 116of the inlet aperture 114 to a transition point 223, and a second region225 extending from the transition point 223 to the fourth edge portion119 of the outlet aperture 117. In the illustrated embodiment, the firstregion 224 is cambered toward the wing tip portion 154, and the secondregion 225 is at least generally flat or “uncambered.” In a furtheraspect of this embodiment, the first side portion 121 is also camberedtoward the wing tip portion 154 between the first edge portion 115 ofthe inlet aperture 114 and the third edge portion 118 of the outletaperture 117. Accordingly, air for the engine 126 a travels along acurved path 220 through the first interior portion 124 from the inletaperture 114 to the engine 126 a.

[0026] In another aspect of this embodiment, the third side portion 123is generally aligned with the second region 225 of the second sideportion 122 at the transition point 223 to provide a smooth transitionbetween the third side portion 123 and the second region 225. In afurther aspect of this embodiment, the third side portion 123 and thesecond region 225 can be at least generally coplanar to provide agenerally flat surface between the second edge portion 116 of the inletaperture 114 and the fourth edge portion 119 of the outlet aperture 117.In one aspect of this embodiment, the generally flat surface provided bythe third side portion 123 and the second region 225 can be at leastgenerally parallel to the longitudinal axis 242. In other embodiments,the third side portion 123 and the second region 225 can have othershapes relative to the longitudinal axis 242.

[0027] One feature of an embodiment of the engine nacelle 110 a asdescribed above and shown in FIG. 2 is the outboard facing angle 222 ofthe inlet aperture 114 relative to the longitudinal axis 242. Anadvantage of this feature is that it reduces the likelihood of theengine 126 a ingesting debris kicked up by the wheel truck 132. Anotheradvantage of this feature is that it directs engine noise away from thefuselage 140 and any passengers travelling therein. Another feature ofan embodiment of the engine nacelle 110 a is the basic cambered shape ofthe engine nacelle 110 a as provided by the cambered first side portion121 and the generally flat third side portion 123, as shown in FIG. 2.An advantage of this feature is a reduction in aerodynamic drag over,for example, comparable symmetrical engine nacelle configurations.

[0028]FIG. 3 is a forward cross-sectional elevation view of the aircraft100 illustrating aspects of the engine nacelles 110 in accordance withan embodiment of the invention taken substantially along line 3-3 inFIG. 2. For purposes of illustration, the left main gear 131 a is shownin the deployed static position for take off and landing, and the rightmain gear 131 b is shown in a retracted static position stowed in theright engine nacelle 110 b for flight. Referring to the left enginenacelle 110 a, in one aspect of this embodiment, the left main gear 131a includes a main strut 364 pivotally extending between a trunnion 362and the wheel truck 132. The trunnion 362 can be offset from the winglower surface 156 and supported by a trunnion support structure 360,such as a lightweight truss structure.

[0029] In another aspect of this embodiment, the gear doors 134 a and134 b open downwardly and outwardly from the lower portion 113 of thenacelle 110 a when lowering the main gear 131 a. The main strut 364 canthen pivot downwardly about the trunnion 362 to position the wheel truck132 in the deployed static position as shown in FIG. 3. In a furtheraspect of this embodiment, the gear doors 134 a and 134 b are positionedon opposite sides of the main gear 131 a and at least proximate to thewheel truck 132.

[0030] One feature of an embodiment of the invention illustrated in FIG.3 is the relatively short main gear 131 a. On conventional aircrafthaving the main gears housed in wheel wells in the wing, the main gearsmust extend from the wing lower surface to the ground. In contrast, byhousing the main gear 131 a in the engine nacelle 110 a, the trunnion362 can be offset downwardly from the lower surface 156, allowing themain gear 131 a to be shorter than a conventional main gear. Anadvantage of this feature is that the main gear 131 a can be lighterthan a conventional main gear and can reduce overall airframe weight.

[0031] Another feature of an embodiment of the invention is therelatively short gear doors 134 a and 134 b (collectively, the “geardoors 134”). The close proximity of the lower portion 113 of the enginenacelle 110 a to the ground allows the gear doors 134 to be relativelyshort and still extend at least proximate to the wheel truck 132. Oneadvantage of this feature is that the gear doors 134 experiencerelatively low aerodynamic loads, and as a result can be relativelylightweight. Another advantage of this feature is the shielding effectprovided by the gear doors 134, which can reduce the likelihood thatdebris generated by the wheel truck 132 will enter the inlet aperture114 and damage the engines 126 (FIGS. 1 and 2). In contrast,conventional aircraft having the main gears housed in wheel wells in thewing require relatively long gear doors if the gear doors are to extendfrom the wing to proximate the deployed wheel truck. The highaerodynamic loads on such doors when fully extended can require them tobe undesirably heavy.

[0032] A further feature of an embodiment of the invention is that themain gear 131 a is accommodated by the engine nacelle 110 a instead ofthe first wing 150. This simplifies the load-carrying structure of thefirst wing 150 and allows more efficient load paths resulting in lowerairframe weight. This feature further allows the first wing 150 to havea relatively thin cross-sectional profile, instead of a thickcross-sectional profile to accommodate the main gear 131 a in theretracted static position.

[0033] Another feature of an embodiment of the invention is that theengine nacelles 110 can be structural nacelles. “Structural,” as usedhere, means that the nacelles 110 are strong enough to support at leasta portion of the weight of the aircraft 100 in the unlikely event one ofthe main gears 131 collapses. This strength can be provided by one ormore of the first side portion 121, the second side portion 122, or thethird side portion 123. An advantage of this feature is that the enginenacelle 110 a, for example, will prevent the ground from forcing themain gear 131 a upward and into the structure of the first wing 150 ifthe main gear 131 a collapses. Because of this, the first wing 150 caninclude a fuel tank 358 positioned above the main gear 131 a without thepossibility of the main gear 131 a puncturing the fuel tank 358 if themain gear 131 a collapses.

[0034]FIG. 4 is a partially hidden top view of the aircraft 100illustrating aspects of the first wing 150 in accordance with anembodiment of the invention. In one aspect of this embodiment, the wingtank 358 includes a fuel tank portion 459 (represented by thecross-hatched area) configured to carry fuel in vertical alignment withthe main gear 131 a. As mentioned above with reference to FIG. 3,conventional aircraft typically have a dry bay in this region to avoid afuel tank puncture in the event of a gear collapse. The ability of thefirst wing 150 to carry fuel in the fuel tank portion 459 not onlyincreases the fuel capacity of the aircraft 100, but it also helps tobalance the aircraft 100 about a center of gravity (CG) 402, reducingthe need to use aerodynamic forces for balance. Using aerodynamic forcesto balance an aircraft often results in an undesirable drag penalty.Thus, housing the main gear 131 a in the engine nacelle 110 a inaccordance with embodiments of the present invention can increase fuelcapacity and reduce aerodynamic drag.

[0035] From the foregoing, it will be appreciated that specificembodiments of the invention have been described herein for purposes ofillustration, but that various modifications may be made withoutdeviating from the spirit and scope of the invention. For example,although this disclosure describes an aircraft having two enginenacelles, those of ordinary skill in the relevant art will appreciatethat the embodiments described as equally applicable to other aircraftconfigurations having more or fewer engine nacelles. Further, althoughthis disclosure describes engine nacelles having wheel wells inboard ofengine inlets, in other embodiments, the wheel wells can be positionedoutboard of the engine inlets without departing from the spirit or scopeof the present invention. Accordingly, the invention is not limited,except as by the appended claims.

I claim:
 1. An engine nacelle for use with an aircraft having a wing, the wing having a wing root portion, the engine nacelle comprising: an inlet having an inlet aperture; an inlet wall portion having an internal airflow surface configured to direct incoming air from the inlet aperture to an aircraft engine; and a gear bay wall portion offset from the inlet wall portion toward the wing root portion to at least partially define a gear bay between the inlet wall portion and the gear bay wall portion, wherein the gear bay is configured to house a landing gear assembly having a wheel truck moveable between a stowed position and a deployed static position offset from the engine nacelle to support at least a portion of the weight of the aircraft.
 2. The engine nacelle of claim 1 wherein the gear bay wall portion has an external airflow surface facing at least generally toward the wing root portion.
 3. The engine nacelle of claim 1 wherein the inlet wall portion is a first inlet wall portion and the internal airflow surface is a first internal airflow surface, wherein the engine nacelle further comprises a second inlet wall portion offset from the first inlet wall portion, the second inlet wall portion having a second internal airflow surface configured to direct incoming air from the inlet aperture to the aircraft engine.
 4. The engine nacelle of claim 1 wherein the gear bay wall portion has a first external airflow surface facing at least generally toward the wing root portion, wherein the inlet wall portion is a first inlet wall portion and the internal airflow surface is a first internal airflow surface, wherein the engine nacelle further comprises a second inlet wall portion offset from the first inlet wall portion, the second inlet wall portion having a second internal airflow surface configured to direct incoming air from the inlet aperture to the aircraft engine, the second inlet wall portion further having a second external airflow surface facing at least generally away from the wing root portion.
 5. The engine nacelle of claim 1 wherein the gear bay wall portion has a generally flat first external airflow surface facing toward the wing root portion, wherein the inlet wall portion is a first inlet wall portion and the internal airflow surface is a first internal airflow surface, wherein the engine nacelle further comprises a second inlet wall portion offset from the first inlet wall portion, the second inlet wall portion having a second internal airflow surface configured to direct incoming air from the inlet aperture to the aircraft engine, the second inlet wall portion further having a second external airflow surface facing at least generally away from the wing root portion, wherein the second external airflow surface is cambered away from the wing root portion.
 6. The engine nacelle of claim 1, further comprising the wheel truck, and wherein the wheel truck is positioned at least generally aft of the inlet aperture when the wheel truck is in the deployed static position.
 7. The engine nacelle of claim 1 wherein the inlet aperture faces at least generally away from the wing root portion.
 8. The engine nacelle of claim 1, further comprising at least one landing gear door proximate to the gear bay, the landing gear door having a closed position and an open position, wherein the landing gear door is at least proximate to the wheel truck when the landing gear door is in the open position and the wheel truck is in the deployed static position.
 9. The engine nacelle of claim 1 wherein the aircraft further includes a fuselage having a longitudinal axis, and wherein the engine nacelle further comprises a landing gear trunnion fixedly attached at least proximate to the gear bay, wherein the landing gear assembly is pivotally connected to the landing gear trunnion and pivotally moveable about the trunnion parallel to the longitudinal axis to position the wheel truck in the deployed static position.
 10. An engine nacelle for use with an aircraft having a wing, the engine nacelle comprising: an inlet having an inlet aperture; a first inlet wall portion having a first internal airflow surface configured to direct incoming air from the inlet aperture to an aircraft engine; a second inlet wall portion offset from the first inlet wall portion and having a second internal airflow surface configured to direct incoming air from the inlet aperture to the aircraft engine, the second inlet wall portion further having a first external airflow surface; and a gear bay wall portion having a second external airflow surface, the gear bay wall being offset from the first inlet wall portion to at least partially define a gear bay between the first inlet wall portion and the gear bay wall portion, wherein the gear bay is configured to house a landing gear assembly having a wheel truck moveable between a stowed position and a deployed static position offset from the engine nacelle to support at least a portion of the weight of the aircraft.
 11. The engine nacelle of claim 10 wherein the wing includes a wing root portion, wherein the first external airflow surface faces away from the wing root portion, and wherein the second external airflow surface faces at least generally toward the wing root portion.
 12. The engine nacelle of claim 10 wherein the first external airflow surface is at least generally cambered and the second external airflow surface is at least generally flat.
 13. The engine nacelle of claim 10 wherein the wing includes a wing root portion, wherein the first external airflow surface faces away from the wing root portion and is at least generally cambered away from the wing root portion, and wherein and the second external airflow surface faces toward the wing root portion and is at least generally flat.
 14. The engine nacelle of claim 10, further comprising the wheel truck, and wherein the wheel truck is positioned at least generally aft of the inlet aperture when the wheel truck is in the deployed static position.
 15. The engine nacelle of claim 10 wherein the inlet aperture faces at least generally away from the wing root portion.
 16. The engine nacelle of claim 10, further comprising the wheel truck and at least one landing gear door proximate to the gear bay, the landing gear door having a closed position and an open position, wherein the landing gear door is at least proximate to the wheel truck when the landing gear door is in the open position and the wheel truck is in the deployed static position.
 17. The engine nacelle of claim 10 wherein the aircraft further includes a fuselage having a longitudinal axis, and wherein the engine nacelle further comprises a landing gear trunnion fixedly attached at least proximate to the gear bay, wherein the landing gear assembly is pivotally connected to the landing gear trunnion and pivotally moveable about the trunnion parallel to the longitudinal axis to position the wheel truck in the deployed static position.
 18. An engine nacelle for use with an aircraft having a wing, the wing having a wing root portion and a wing tip portion, the nacelle comprising: an inlet having an inlet aperture, the inlet aperture including a first edge portion and a second edge portion offset from the first edge portion; an outlet having an outlet aperture, the outlet aperture including a third edge portion and a fourth edge portion offset from the third edge portion; a first side portion extending at least generally between the first edge portion of the inlet aperture and the third edge portion of the outlet aperture; a second side portion offset from the first side portion toward the wing root portion, the second side portion extending at least generally between the second edge portion of the inlet aperture and the fourth edge portion of the outlet aperture to define a first interior portion between the first and second side portions configured to house an engine, the inlet aperture being configured to transfer incoming air to the engine and the outlet aperture being configured to convey exhaust gas from the engine; and a third side portion offset from the second side portion toward the wing root portion, the third side portion extending at least generally from the second edge portion of the inlet aperture toward the fourth edge portion of the outlet aperture to at least partially define a second interior portion between the second and third side portions configured to house a landing gear assembly, the landing gear assembly having a wheel truck moveable between a stowed position and a deployed static position offset from the engine nacelle to support at least a portion of the weight of the aircraft.
 19. The engine nacelle of claim 18 wherein the second side portion has a first region and a second region, the first region being at least generally cambered and extending from the second edge portion of the inlet aperture to a transition point, the second region being at least generally flat and extending from the transition point to the fourth edge portion of the outlet aperture, and wherein the third side portion is at least generally flat and extending from at least proximate the second edge portion of the inlet aperture to at least proximate the transition point.
 20. The engine nacelle of claim 18 wherein the second side portion has a first region and a second region, the first region being at least generally cambered toward the wing tip portion and extending from the second edge portion of the inlet aperture to a transition point, the second region being at least generally flat and extending from the transition point to the fourth edge portion of the outlet aperture, and wherein the third side portion is at least generally flat and extending from at least proximate the second edge portion of the inlet aperture to at least proximate the transition point.
 21. The engine nacelle of claim 18 wherein the second side portion has a first region and a second region, the first region being at least generally cambered toward the wing tip portion and extending from the second edge portion of the inlet aperture to a transition point, the second region being at least generally flat and extending from the transition point to the fourth edge portion of the outlet aperture, and wherein the third side portion is at least generally coplanar with the second region of the second side portion.
 22. The engine nacelle of claim 18, further comprising the wheel truck, and wherein the wheel truck is positioned at least generally aft of the inlet aperture when the wheel truck is in the deployed static position.
 23. The engine nacelle of claim 18 wherein the aircraft further includes a fuselage having a longitudinal axis, wherein the inlet aperture is positioned at an angle from about 100 degrees to about 170 degrees relative to the longitudinal axis of the fuselage.
 24. The engine nacelle of claim 18 wherein the aircraft further includes a fuselage having a longitudinal axis, wherein the inlet aperture is positioned at an angle from about 110 degrees to about 150 degrees relative to the longitudinal axis of the fuselage.
 25. The engine nacelle of claim 18 wherein the first interior portion has a centerline at least partially cambered toward the wing tip portion between the inlet aperture and the outlet aperture.
 26. The engine nacelle of claim 18, further comprising a lower portion extending at least generally between the first and third side portions between the inlet and outlet apertures, the lower portion including at least one landing gear door proximate to the second interior portion.
 27. The engine nacelle of claim 18, further comprising the wheel truck and a lower portion extending at least generally between the first and third side portions between the inlet and outlet apertures, the lower portion including at least one landing gear door proximate to the second interior portion, the landing gear door having a closed position and an open position, wherein the landing gear door is at least proximate to the wheel truck when the landing gear door is in the open position and the wheel truck is in the deployed static position.
 28. The engine nacelle of claim 18, further comprising the wheel truck, and wherein the inlet aperture faces at least generally away from the wing root portion, wherein the wheel truck is positioned at least generally aft of the inlet aperture when the wheel truck is in the deployed static position, and wherein the second side portion has a first region and a second region, the first region being at least generally cambered toward the wing tip portion and extending from the second edge portion of the inlet aperture to a transition point, the second region being at least generally flat and extending from the transition point to the fourth edge portion of the outlet aperture.
 29. The engine nacelle of claim 18 wherein the aircraft further includes a fuselage having a longitudinal axis, and wherein the engine nacelle further comprises the wheel truck and a landing gear trunnion fixedly attached at least proximate to the second interior portion, wherein the landing gear assembly is pivotally connected to the landing gear trunnion and pivotally moveable about the trunnion parallel to the longitudinal axis to position the wheel truck in the deployed static position.
 30. An aircraft wing comprising: a wing root portion; a wing tip portion; a wing lower surface extending at least generally between the wing tip portion and the wing root portion; an engine nacelle positioned at least proximate to the wing lower surface, the engine nacelle including: an inlet having an inlet aperture; a first inlet wall portion having a first internal airflow surface configured to direct incoming air from the inlet aperture to an aircraft engine; a second inlet wall portion offset from the first inlet wall and having a second internal airflow surface configured to direct incoming air from the inlet aperture to the aircraft engine, the second inlet wall portion further having a first external airflow surface; and a gear bay wall portion having a second external airflow surface, the gear bay wall being offset from the first inlet wall portion to at least partially define a gear bay between the first inlet wall portion and the gear bay wall portion, wherein the gear bay is configured to house a landing gear assembly having a wheel truck moveable between a stowed position and a deployed static position offset from the engine nacelle to support at least a portion of the weight of the aircraft.
 31. The wing of claim 30 wherein the first external airflow surface faces away from the wing root portion, and wherein the second external airflow surface faces at least generally toward the wing root portion.
 32. The wing of claim 30 wherein the wing is a first wing and the aircraft includes a fuselage and a second wing, wherein the first wing is configured to be fixedly attached to the fuselage in a first position, and wherein the second wing is configured to be fixedly attached to the fuselage in a second position forward of the first position.
 33. The wing of claim 30 wherein the wing is a first wing and the aircraft includes a fuselage and a second wing, wherein the first wing has a first area and the second wing has a second area less than the first wing, wherein the first wing is configured to be fixedly attached to the fuselage in a first position, and wherein the second wing is configured to be fixedly attached to the fuselage in a second position forward of the first position.
 34. The wing of claim 30, further comprising a fuel tank portion configured to carry fuel, wherein the fuel tank portion is positioned in vertical alignment with the landing gear assembly.
 35. The wing of claim 30 wherein the second inlet wall portion is offset from the first inlet wall portion toward the wing tip portion, and wherein the gear bay wall portion is offset from the first inlet wall portion toward the wing root portion.
 36. The wing of claim 30, further comprising the wheel truck, and wherein the wheel truck is positioned at least generally aft of the inlet aperture when the wheel truck is in the deployed static position.
 37. The wing of claim 30 wherein the inlet aperture faces at least generally away from the wing root portion.
 38. The wing of claim 30 wherein the aircraft further includes a fuselage having a longitudinal axis, and wherein the engine nacelle further comprises the wheel truck and a landing gear trunnion fixedly attached at least proximate to the gear bay, wherein the landing gear assembly is pivotally connected to the landing gear trunnion and pivotally moveable about the trunnion parallel to the longitudinal axis to position the wheel truck in the deployed static position.
 39. An aircraft comprising: a fuselage; a wing having a wing root portion fixedly attached to the fuselage, a wing tip portion, and a wing lower surface extending at least generally between the wing tip portion and the wing root portion; and an engine nacelle positioned at least proximate to the wing lower surface, the engine nacelle including: an inlet having an inlet aperture; a first inlet wall portion having a first internal airflow surface configured to direct incoming air from the inlet aperture to an aircraft engine; a second inlet wall portion offset from the first inlet wall and having a second internal airflow surface configured to direct incoming air from the inlet aperture to the aircraft engine, the second inlet wall portion further having a first external airflow surface; and a gear bay wall portion having a second external airflow surface, the gear bay wall being offset from the first inlet wall portion to at least partially define a gear bay between the first inlet wall portion and the gear bay wall portion, wherein the gear bay is configured to house a landing gear assembly having a wheel truck moveable between a stowed position and a deployed static position offset from the engine nacelle to support at least a portion of the weight of the aircraft.
 40. The aircraft of claim 39, further comprising a center of gravity positioned at least proximate to the fuselage, wherein the aircraft engine is positioned aft of the center of gravity, wherein the deployed static position of the wheel truck is positioned aft of the center of gravity and forward of the aircraft engine, and wherein the inlet aperture is positioned forward of the deployed static position of the wheel truck.
 41. The aircraft of claim 39, further comprising, a center of gravity positioned at least proximate to the fuselage, wherein the wing includes a fuel tank portion configured to carry fuel, wherein the fuel tank portion is positioned aft of the center of gravity and in vertical alignment with the landing gear assembly.
 42. The aircraft of claim 39 wherein the wing is a first wing and the aircraft includes a second wing smaller than the first wing, and wherein the second wing is fixedly attached to the fuselage forward of the first position.
 43. The aircraft of claim 39 wherein the inlet aperture faces generally away from the fuselage.
 44. The aircraft of claim 39 wherein the second inlet wall portion is offset from the first inlet wall portion toward the wing tip portion, and wherein the gear bay wall portion is offset from the first inlet wall portion toward the wing root portion.
 45. The aircraft of claim 39 wherein the engine nacelle is a first engine nacelle and the aircraft includes a second engine nacelle, wherein the first and second engine nacelles are configured to support the weight of the aircraft.
 46. A method for manufacturing an engine nacelle for use with an aircraft wing, the method comprising: positioning a first side portion at least generally below the aircraft wing; positioning a second side portion offset from the first side portion, the first and second side portions at least partially defining an inlet aperture, an outlet aperture, and a first interior portion between the first and second side portions; installing an engine in the first interior portion, wherein the inlet aperture is configured to transfer incoming air to the engine and the outlet aperture is configured to convey exhaust gas from the engine; positioning a third side portion offset from the second side portion, the third side portion extending at least generally from the inlet aperture toward the outlet aperture to define a second interior portion between the second and third side portions; and mounting a landing gear assembly in the second interior portion, the landing gear assembly having a wheel truck moveable between a stowed position and a deployed static position offset from the engine nacelle to support at least a portion of the the aircraft.
 47. The method of claim 46 wherein the aircraft wing includes a wing root portion, wherein positioning the second side portion includes positioning the second side portion toward the wing root portion, and wherein positioning the third side portion includes positioning the third side portion toward the wing root portion.
 48. The method of claim 46 wherein the aircraft wing is configured to be fixedly attached to a fuselage, and wherein positioning the first and second side portions includes positioning the inlet aperture to face generally away from the fuselage.
 49. The method of claim 46 wherein the aircraft wing is configured to be fixedly attached to a fuselage having a longitudinal axis, and wherein positioning the first and second side portions includes positioning the inlet aperture at an angle from about 125 degrees to about 145 degrees relative to the longitudinal axis.
 50. The method of claim 46 wherein the wing includes a wing tip portion, and wherein positioning the second side portion includes cambering at least a portion of the second side portion toward the wing tip portion.
 51. The method of claim 46 wherein the wing includes a wing tip portion, wherein positioning the second side portion includes cambering at least a portion of the second side portion toward the wing tip portion to provide the first interior portion with a centerline having a cambered portion, wherein the inlet aperture is configured to transfer incoming air to the engine along the cambered portion of the centerline.
 52. The method of claim 46 wherein mounting the landing gear assembly in the second interior portion includes installing the landing gear assembly to deploy the wheel truck at least generally aft of the inlet aperture.
 53. The method of claim 46, further comprising positioning a lower portion at least generally between the first and third side portions between the inlet and outlet apertures, the lower portion including at least one landing gear door proximate to the second interior portion, the landing gear door having a closed position and an open position, wherein the landing gear door is at least proximate to the wheel truck when the landing gear door is in the open position and the wheel truck is in the deployed static position.
 54. The method of claim 46 wherein the aircraft wing is configured to be mounted to a fuselage having a longitudinal axis, and wherein the method further comprises fixedly attaching a landing gear trunnion at least proximate to the second interior portion, wherein the landing gear assembly is pivotally connected to the landing gear trunnion and pivotally moveable about the trunnion parallel to the longitudinal axis to position the wheel truck in the deployed static position.
 55. A method for manufacturing an aircraft, the method comprising: joining a wing to a fuselage; positioning an inlet at least generally below the wing, the inlet having an inlet aperture; positioning a first inlet wall portion aft of the inlet aperture, the first inlet wall having a first internal :airflow surface configured to direct incoming air from the inlet aperture to an aircraft engine; positioning a second inlet wall portion offset from the first inlet wall portion, the second inlet wall portion having a second internal airflow surface configured to direct incoming air from the inlet aperture to the aircraft engine, the second inlet wall portion further having a first external airflow surface; and positioning a gear bay wall portion offset from the first inlet wall portion to at least partially define a gear bay between the first inlet wall portion and the gear bay wall portion, the gear bay wall portion having a second external airflow surface, wherein the gear bay is configured to house a landing gear assembly having a wheel truck moveable between a stowed position and a deployed static position offset from the engine nacelle to support at least a portion of the weight of the aircraft.
 56. The method of claim 55 wherein positioning the gear bay wall portion includes positioning the gear bay wall portion toward the fuselage, wherein positioning the second inlet wall portion includes positioning the second inlet wall portion away from the fuselage, and wherein positioning the inlet includes orienting the inlet aperture to face generally away from the fuselage.
 57. The method of claim 55, further comprising installing a landing gear assembly in the gear bay, wherein the landing gear assembly is configured to position the wheel truck at least generally aft of the inlet aperture in the deployed static position.
 58. The method of claim 55, further comprising installing a fuel tank portion in the wing, the fuel tank portion configured to carry fuel in vertical alignment with the landing gear assembly.
 59. The method of claim 55 wherein joining the wing to the fuselage includes fixedly attaching a first wing to the fuselage in a first location, wherein the method further comprises fixedly attaching a second wing to the fuselage in a second location forward of the first location, and wherein the second wing is smaller than the first wing.
 60. The method of claim 55 wherein positioning the inlet includes orienting the inlet aperture to face generally away from the fuselage.
 61. The method of claim 55 wherein the wing includes a wing tip portion, and wherein positioning the second inlet wall portion includes cambering at least a portion of the second inlet wall portion toward the wing tip portion.
 62. The method of claim 55, further comprising positioning a lower portion at least generally between the second inlet wall portion and the gear bay wall portion, the lower portion including at least one landing gear door proximate to the gear bay, wherein the landing gear door is at least proximate to the wheel truck when the landing gear door is in an open position and the wheel truck is in the deployed static position.
 63. The method of claim 55 wherein the fuselage has a longitudinal axis, and wherein the method further comprises fixedly attaching a landing gear trunnion at least proximate to the gear bay, wherein the landing gear assembly is pivotally connected to the landing gear trunnion and pivotally moveable about the trunnion parallel to the longitudinal axis to position the wheel truck in the deployed static position. 